Vehicle article carrier having stowable cross bars

ABSTRACT

A vehicle article carrier having a pair of cross bars that can be positioned in a stowed, position, resting on or adjacent to a corresponding pair of siderails, or moved into an operative position with the cross bars extending perpendicularly between the siderails. When the cross bars are in the stowed position, the apparatus presents a significantly more aerodynamic structure that helps to reduce wind noise when the vehicle on which the apparatus is mounted is being driven. The cross bars can be quickly moved into the operative position via a latching mechanism disposed at end that can be released from a securing portion of one siderail and re-attached to a securing portion of the other siderail. Various embodiments are presented with different latching and pivoting mechanisms.

CROSS-REFERENCE TO RELATED APPLICATIONS

This application is a continuation-in-part of U.S. Ser. No. 10/279,285, filed Oct. 24, 2002, now U.S. Pat. No. 6,811,066.

BACKGROUND OF THE INVENTION

1. Technical Field

The present invention generally relates to vehicle article carriers such as luggage racks and, more particularly, to a vehicle article carrier having crossbars operable in a first or stowed mode oriented parallel to the longitudinal axis of the vehicle and in a second or article carrying mode oriented perpendicular to the longitudinal axis of the vehicle.

2. Discussion

Modern automotive vehicles are commonly equipped with article carriers such as luggage racks for supporting various articles externally of the vehicle. Most vehicle article carriers include a pair of siderails laterally spaced apart on the vehicle roof (or trunk) and aligned parallel to the longitudinal axis of the vehicle. Most vehicle article carriers also include two or more crossbars laterally spanning the space between the siderails. The crossbars work in conjunction with the siderails to provide anchor points for securing articles to the carrier.

While such vehicle article carriers perform excellently in terms of article support and the like, there is still room for improvement. For example, vehicle article carrier crossbars can sometimes contribute to wind noise audible to vehicle occupants. Inasmuch as wind noise is generally considered undesirable, minimizing wind noise caused by vehicle article carrier crossbars is an important goal.

One attempt to reduce wind noise caused by vehicle article carrier crossbars has been to improve the aerodynamic characteristics of the crossbars. While some of these attempts have proven helpful in reducing wind noise, even more effective wind noise reduction would be highly desirable. Accordingly, there is a need in the art for a vehicle article carrier having an improved crossbar configuration which further minimizes wind noise audible within the vehicle occupant compartment.

SUMMARY OF THE INVENTION

The above and other objects are provided by a vehicle article carrier including a pair of laterally spaced apart siderails. A pair of crossbars are coupled to the siderails. Each crossbar is operable in a first or stowed mode axially aligned with a siderail and in a second or carrying mode laterally spanning the space between the siderails. In a first embodiment, an orientation assembly interengaging the siderails and crossbars ensures that the crossbars are only oriented in one of the first and second modes. That is, the crossbars are not pivotable through orientations between the spanning position and the stowed position. In a second embodiment, the crossbars are pivotable throughout the range of motion between the spanning position and the stowed position. A separate mechanism is also provided to enable the crossbars to be longitudinally repositioned along the siderail. In a third embodiment, the crossbars include a pivoting latch for securing the crossbar to the siderail. This eliminates a rotatable knob provided in the other embodiments. An actuating member helps facilitate the transition between the spanning and stowed modes. In a fourth embodiment, an alternate latch is employed and the crossbar is both horizontally pivotable and vertically rotatable relative to the siderails.

In one alternative the preferred embodiment of the present invention a vehicle article carrier system is provided in which one of the cross bar assemblies is pivotally coupled to a mounting member disposed on a support wheel at a forward end of the support wheel and the other one of the cross bar assemblies is pivotally coupled to a support assembly at a rear portion of the other one of the support rails. The opposite end of each cross bar assembly includes a locking mechanism having a locking member which can be rotated within a plain generally parallel with the outer body surface of the vehicle. Furthermore, a pair of support assemblies are mounted on each of these support rails at rear portions of each of the support rails, include mechanisms by which each of the support assemblies can be locked at a desired position on the support rails or alternatively loosened to permit repositioning of the support assemblies at a different desired position along the support wheels.

Further areas of applicability of the present invention will become apparent from the detailed description provided hereinafter. It should be understood that the detailed description and specific examples, while indicating the preferred embodiment of the invention, are intended for purposes of illustration only and are not intended to limit the scope of the invention.

BRIEF DESCRIPTION OF THE DRAWINGS

In order to appreciate the manner in which the advantages and objects of the invention are obtained, a more particular description of the invention will be rendered by reference to specific embodiments thereof which are illustrated in the appended drawings. Understanding that these drawings only depict preferred embodiments of the present invention and are not therefore to be considered limiting in scope, the invention will be described and explained with additional specificity and detail through the use of the accompanying drawings in which:

FIG. 1 is a perspective view of a motor vehicle having a vehicle article carrier incorporating the teachings of the present invention mounted thereon;

FIG. 2 is a perspective view of a siderail and crossbar assembly according to a first embodiment of the present invention in a stowed mode;

FIG. 3 is a top view of the locking member of the crossbar assembly of the first embodiment of the present invention in a locked mode;

FIG. 4 is a top view of the locking member of the crossbar assembly of the first embodiment of the present invention in an unlocked mode;

FIG. 5 is a perspective view of the first embodiment siderail and crossbar assembly in a spanning mode;

FIG. 6 is a top view of a second embodiment vehicle article carrier in accordance with the present invention in a spanning mode;

FIG. 7 is a top view of the second embodiment vehicle article carrier in accordance with the present invention in a stowed mode;

FIG. 8 is a top view of the second embodiment vehicle article carrier in accordance with the present invention pivoting between the spanning and stowed modes;

FIG. 9 is a perspective view of a crossbar and a siderail of the second embodiment vehicle article carrier of the present invention in a spanning mode;

FIG. 10 is a perspective view of a crossbar and a siderail of the second embodiment vehicle article carrier of the present invention in a stowed mode;

FIG. 11 is an exploded perspective view of a crossbar and a siderail of the second embodiment vehicle article carrier of the present invention;

FIG. 12 is a perspective view of a third embodiment vehicle article carrier in accordance with the present invention in a spanning mode;

FIG. 13 is a top view of the third embodiment vehicle article carrier in accordance with the present invention in a stowed mode;

FIG. 14 is a perspective view of the third embodiment vehicle article carrier in accordance with the present invention pivoting between the spanning and stowed modes;

FIG. 15 is a perspective view of a cross bar and siderail of the third embodiment vehicle article carrier of the present invention in a spanning mode;

FIG. 16 is an exploded perspective view of a cross bar and siderail of the third embodiment vehicle article carrier of the present invention;

FIG. 17 is a bottom view of a cross bar and siderail of the third embodiment vehicle article carrier of the present invention in an extended mode;

FIG. 18 is a bottom view of a cross bar and siderail of the third embodiment vehicle article carrier of the present invention in a retracted mode;

FIG. 19 is a bottom view of a cross bar and siderail of the third embodiment vehicle article carrier of the present invention;

FIG. 20 is a perspective view of a fourth embodiment vehicle article carrier in accordance with the present invention in a spanning mode;

FIG. 21 is a top view of the fourth embodiment vehicle article carrier in a stowed mode;

FIG. 22 is a perspective view of a securing mechanism of the fourth embodiment vehicle article carrier in a locked mode;

FIG. 23 is a perspective view of the securing mechanism of the fourth embodiment vehicle article carrier in an unlocked mode;

FIG. 24 is an exploded view of the securing mechanism of the fourth embodiment vehicle article carrier;

FIG. 25 is a cross-sectional view of the securing mechanism of the fourth embodiment vehicle article carrier in a locked mode;

FIG. 26 is a cross-sectional view of the securing mechanism of the fourth embodiment vehicle article carrier in an unlocked mode;

FIG. 27 is a perspective view of a rotating and pivoting mechanism of the fourth embodiment vehicle article carrier;

FIG. 28 is a cross-sectional view of the rotating and pivoting mechanism of the fourth embodiment vehicle article carrier in a non-rotated state;

FIG. 29 is a cross-sectional view of the rotating and pivoting mechanism of the fourth embodiment vehicle article carrier in a rotated state;

FIG. 30 is an exploded perspective view of still another alternative preferred end support for use with the article carrier of the present invention;

FIG. 31 is a view of a rear portion of the latching member shown in FIG. 30;

FIG. 32 is a side cross sectional view of the assembled end support of FIG. 30 showing the end support in the latched orientation relative to one of the siderails;

FIG. 33 is a view of the end support of FIG. 32 with the latching member moved into the unlatched position;

FIG. 34 is a perspective view of a vehicle article carrier in accordance with an alternative preferred embodiment of the present invention, showing the cross bar assemblies in their stowed positions;

FIG. 35 is a perspective view of the vehicle article carrier of FIG. 34 but with the cross bar assemblies configured in their operative positions;

FIG. 36 is an exploded perspective view of one of the support members of the vehicle article carrier;

FIG. 37 is an exploded perspective view of one of the support assemblies of the vehicle article carrier which allows lifting as well as pivotal movement of the cross bar assemblies secured thereto;

FIG. 38 is a perspective view of one of the mounting assemblies and one end support adapted to be releaseably secured thereto;

FIG. 39 is a bottom perspective view of the component parts of one of the mounting assemblies of the vehicle article carrier;

FIG. 40 is a perspective view of an upper surface of the mounting assembly of FIG. 39;

FIG. 41 is an exploded perspective view of one of the end supports;

FIG. 42 is a plan view of an upper surface of one of the end supports without the locking member secured thereto;

FIG. 43 is a perspective view of a portion of the end support;

FIG. 44 is a bottom view of a portion of the end support of FIG. 41 showing the engagement of the locking member therewith;

FIG. 45 is a bottom perspective view of the locking member used with the end support shown in FIG. 41;

FIG. 46 is a side cross sectional view of the end support of FIG. 38 attached to the support assembly shown in FIG. 40, with the locking member in a locked position; and

FIG. 47 is a side cross sectional view of the end support of FIG. 44 showing the end support in the unlocked position and the support assembly in an unlocked position.

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

The following description of the preferred embodiments is merely exemplary in nature and is in no way intended to limit the invention, its application, or uses.

The present invention is directed towards a vehicle article carrier such as a luggage rack. The vehicle article carrier includes a pair of laterally spaced apart siderails. A pair of crossbars are coupled to the siderails and are operable in one of two modes. In a first mode, the crossbars are stowed in axial alignment with the siderails. In a second mode, the crossbars laterally span the space between the siderails.

Turning now to the drawing figures, FIG. 1 illustrates an automotive vehicle in the form of a mini-van generally at 10. A vehicle article carrier 12 is mounted to a roof of the vehicle 10. The vehicle article carrier 12 includes a pair of laterally spaced apart, parallel siderail assemblies 14 a and 14 b. A pair of crossbar assemblies 16 a and 16 b are coupled to siderail assemblies 14 a and 14 b.

Each crossbar assembly 16 a, 16 b is operable in a first or stowed mode nested within a recessed area 18 a, 18 b of a siderail assembly 14 a, 14 b. In the stowed mode, each crossbar assembly 16 a, 16 b is axially aligned relative to a siderail assembly 14 a, 14 b. The stowed mode is illustrated in solid lines in FIG. 1.

Each crossbar assembly 16 a, 16 b is also operable in a second or spanning mode projecting across the space between the siderail assemblies 14 a and 14 b. In the spanning mode, each crossbar assembly 16 a, 16 b is laterally aligned relative to the siderail assemblies 14 a and 14 b. The spanning mode is illustrated in dashed lines in FIG. 1.

To facilitate the transition of the crossbar assemblies 16 a and 16 b between the stowed mode position and the spanning mode position, gaps 20 a and 20 b are provided at opposite ends of each recessed area 18 a, 18 b. The gaps 20 a and 20 b accommodate one end of a crossbar assembly 16 a or 16 b in a spanning mode position while the other crossbar assembly 16 a or 16 b remains in a stowed mode position. In this way, a user may disconnect a stowed crossbar assembly 16 a, 16 b from one side of the vehicle 10 and reposition it cross-wise to the vehicle without having to walk to the opposite side of the vehicle. The gaps 20 a and 20 b provide a place for the far end of the crossbar assembly 16 a or 16 b to rest while the near end is being resecured to the near siderail assembly.

Turning now to FIG. 2, a siderail assembly 14 a and crossbar assembly 16 a according to a first embodiment are illustrated. While only one end of the siderail assembly 14 a and crossbar assembly 16 a is illustrated, one skilled in the art should appreciate that the opposite ends thereof are preferably identically configured. Similarly, while only the siderail assembly 14 a and crossbar assembly 16 a are illustrated, one skilled in the art should appreciate that the other siderail assembly 14 b and crossbar assembly 16 b are preferably identically configured.

The siderail assembly 14 a is preferably formed as an elongated plastic member by a molding process which simultaneously forms the L-shaped recessed area 18 a. An elongated metal slat 22 is disposed within a channel 24 formed in the bottom surface 26 of the recessed area 18 a. The slat 22 includes an elongated opening in the form of a slot 28. The slot 28 provides access to an interior volume of the slat 22 which is overhung by a pair of opposing lips 30 forming part of the slat 22.

Although the slat 22 may extend along the entire length of the recessed area 18 a, it is presently preferred to limit the length or extension to only that amount which is reasonably necessary for mounting anticipated accessories to the siderail assembly 14 a. For example, the slat length may be equivalent to five times the width of the end of the crossbar assembly 16 a. Although other materials may be used, it is presently preferred to form the slat 22 from extruded aluminum or roll-formed metal.

A pair of laterally spaced apart locating holes 32 a and 32 b are formed in the bottom surface 26 of the siderail assembly 14 a offset from and on opposite sides of the slat 22. The locating holes 32 a and 32 b are preferably molded in place when the siderail assembly 14 a is formed such that an axis interconnecting the holes is essentially orthogonal to the slat 22. If desired, the holes 32 a and 32 b may alternatively be bored or drilled in place as desired. Also, if desired, a strengthening sleeve, such as a metal cylinder, may be disposed in each locating hole 32 a and 32 b for added rigidity.

The position of the locating holes 32 a and 32 b dictate the length of the gap 20 a when the crossbar assembly 16 a is in a stowed mode position. The gap 20 a should be at least long enough to accommodate an end of a crossbar assembly oriented in a spanning mode position while the other crossbar assembly is oriented in a stowed mode position along the same siderail assembly.

The crossbar assembly 16 a is preferably formed by a molding process to include an elongated plastic crossbar body 34. The crossbar assembly 16 a also includes an end support 36 mounted to and end of the crossbar body 34. The end support 36 is also preferably formed as a plastic member by a molding process.

The end support 36 includes a pair of spaced apart locating pegs 38 a and 38 b extending essentially orthogonally from a mounting surface side thereof. The locating pegs 38 a and 38 b are preferably molded in place so as to be integral with the end support 36 but may alternatively be secured to the end support 36 as discrete members. The locating pegs 38 a and 38 b are configured to complement the size, shape, spacing and angle of the locating holes 32 a and 32 b. As such, the locating pegs 38 a and 38 b may be removeably inserted within the locating holes 32 a and 32 b. In this way, the locating pegs 38 a and 38 b cooperate with the locating holes 32 a and 32 b to form part of an orientation assembly for orienting the crossbar assembly 16 a in the first or stowed mode.

A locking assembly 40 coupled to the crossbar assembly 16 a includes a preferably plastic rotatable knob 42 coupled to a preferably metallic threaded member 44 which extends through an opening formed through the end support 36. The threaded member 44 threadingly engages an auto-aligning locking member 46 in the form of a preferably metallic, e.g., aluminum, stamped tap plate or T-lug. As will be described in greater detail below, by rotating the rotatable knob 42 to tighten the threaded member 44 into the locking member 46, the locking member 46 abuttingly engages the underside of the lips 30 of the slat 22 to lock the crossbar assembly 16 a to the siderail assembly 14 a. By rotating the rotatable knob 42 to loosen the threaded member 44 from the locking member 46, the locking member 46 disengages the lips 30 of the slat 22 and aligns along the axis of the slot 28 to unlock the crossbar assembly 16 a from the siderail assembly 14 a.

The distal end 48 of the threaded member 44 includes an unsettled thread area 50 to prevent the threaded member 44 from disconnecting from the locking member 46. That is, as relative rotation between the threaded member 44 and locking member 46 occurs, the locking member 46 may migrate toward the distal end 48 of the threaded member 44. However, when the locking member 46 reaches the unsettled thread area 50, the locking member 46 cannot migrate further or inadvertently be twisted off of the threaded member 44.

Turning now to FIGS. 3 and 4 (and also with continued reference to FIG. 2), the operation of the locking assembly 40 will be described in greater detail. The locking member 46 includes a rectangular base portion 52 having an upstanding orientation portion or collar 54 extending therefrom. The base portion 52 has a width which is less than the width of the slot 28 between the lips 30 of the slat 22. The base portion 52 has a length which is longer than the width of the slot 28. In this way, the locking member 46 can be inserted within the slot 28 and then rotated 90° to underlie the lips 30 and lock in place.

A plurality of conical members or teeth 56 upwardly projecting from the base portion 52 frictionally engage the lips 30 of the slat 22 to prevent relative rotation therebetween. The teeth 56 may be cast in place, machined, or formed by bending up the corners of the base portion 52.

The vertical position of the locking member 46 along the threaded member 44 is controlled such that the orientation portion 54 spans the depth of the slot 28. That is, when the locking member 46 is disposed within the slat 22, the lips 30 of the slat 22 remain adjacent the orientation portion 54. In this way, the orientation portion 54 can interact with the slat 22 to control the orientation of the base portion 52.

More particularly, the orientation portion 54 includes two stops in the form of two oppositely disposed engagement corners 58 a and 58 b. The orientation portion 54 also includes two oppositely disposed rotation-enabling rounds 60 a and 60 b. The rounds 60 a and 60 b allow the locking member 46 to be rotated relative to the slat 22. However, the corners 58 a and 58 b prevent the locking member 46 from rotating more than 90°. More particularly, during rotation of the threaded member 44, the rounds 60 a and 60 b rotate relative to the lips 30 of the slat 22. However, at the end of a 90° arc, the engagement corners 58 a and 58 b abuttingly engage the lips 30. As such, further rotation of the locking member 46 is prevented.

As can be appreciated from the forgoing, the locking member 46 may be easily rotated to a first or engagement position oriented orthogonally relative to the lips 30 or to a second or release position oriented parallel to the lips 30. In the engagement position, the crossbar assembly 16 a is locked to the siderail assembly 14 a. In the release position, the crossbar assembly 16 a is removable from the siderail assembly 14 a. After the locking member 46 is released, the crossbar assembly 16 a may be lifted from the siderail assembly 14 a and repositioned relative thereto.

Turning now to FIG. 5, the crossbar assembly 16 b is illustrated in a second or spanning mode relative to the siderail assembly 14 a. As illustrated, the end support 36 of the crossbar assembly 16 b rests within the gap 20 a. Of course, once the other cross bar assembly is removed from the siderail assembly 14 a, the spanning crossbar assembly 16 b can be positioned anywhere along the length of the slat 22.

In the second or spanning mode, the locating pegs 38 a and 38 b are inserted within the slot 28 of the slat 22. More particularly, the pegs 38 a and 38 b are removed from the locating holes 32 a and 32 b and reoriented 900 relative thereto. The abutting engagement of the pegs 38 a and 38 b with the lips 30 of the slat 22 maintain the angle of the crossbar assembly 16 b relative to the siderail assembly 14 a. In this way, the slat 22 cooperates with the locating pegs 38 a and 38 b to form part of the orientation assembly for orienting the crossbar assembly 16 b in the second or spanning mode.

Although it should be clear from the foregoing description, the transition of the crossbar assembly 16 b from a stowed mode to a spanning mode and vice versa will be described with reference to FIGS. 1–5. In the stowed mode, the locking assemblies 40 will normally be locked to secure the crossbar assembly 16 b to the siderail assembly 14 b. The rotatable knob 42 is then rotated in a counter-clockwise direction to loosen the locking member 46 from the lips 30 of the slat 22. Continued counter-clockwise rotation twists the locking member 46 90° from the locked position under the lips 30 to the unlocked position aligned with the slot 28. Abutment of the engagement corners 58 a and 58 b of the orientation portion 54 with the lips 30 prevents over rotation of the locking member 46.

Once both locking assemblies 40 are unlocked, the crossbar assembly 16 b may be lifted away from the siderail assembly 14 b and reoriented cross-wise relative thereto. The far end of the crossbar assembly 16 b may then be positioned within the gap 20 a of the opposite siderail assembly 14 a. Simultaneously or thereafter, the near end of the crossbar assembly 16 b can be positioned such that the locking member 46 and locating pegs 38 a and 38 b are inserted within the slot 28. Slight repositioning of the locking member 46 may be performed by manipulation of the rotatable knob 42 if required.

Once the locking member 46 and locating pegs 38 a and 38 b are properly positioned, the rotatable knob 42 is rotated in a clockwise direction to twist the locking member 46 to an engagement position as controlled by the interaction of engagement corners 58 a and 58 b with the lips 30. Continued clockwise rotation of the rotatable knob 42 secures the locking member 46 under the lips 30 and locks the crossbar assembly 16 b to the siderail assembly 14 b.

A similar operation is performed to secure the opposite end of the crossbar assembly 16 b to the opposite siderail assembly 14 a. To return the crossbar assembly 16 b to the stowed mode position, the opposite sequence is performed.

Turning now to FIGS. 6–8, a second embodiment of the present invention is illustrated. The vehicle article carrier 100 includes two laterally spaced apart siderails 102 a and 102 b. A pair of crossbars 104 a and 104 b are coupled at opposite ends to the siderails 102 a and 102 b. The crossbars 104 a and 104 b are operable in a first or spanning mode, as illustrated in FIG. 6, extending across the space between the siderails 102 a and 102 b, and also in a second or stowed mode, as illustrated in FIG. 7, axially aligned with the siderails 102 a and 102 b.

As illustrated in FIG. 8, to facilitate the transition between the spanning mode and the stowed mode, the crossbars 104 a and 104 b are pivotally coupled at one end to the siderails 102 a and 102 b. More particularly, the crossbar 104 a includes a pivot mechanism 106 a pivotally coupled to the siderail 102 b. Similarly, the crossbar 104 b includes a pivot mechanism 106 b pivotally coupled to the siderail 102 a.

A securing mechanism 108 a is provided at the opposite end of the crossbar 104 a for securing the crossbar 104 a to the siderail 102 b in a stowed mode (see FIG. 7) and to the siderail 102 a in a spanning mode (see FIG. 6). Similarly, a securing mechanism 108 b is provided at the opposite end of the crossbar 104 b for securing the crossbar 104 b to the siderail 102 a in a stowed mode (see FIG. 7) and to the siderail 102 b in a spanning mode (see FIG. 6). An exemplary securing mechanism 108 a is illustrated in greater detail in FIGS. 9–11.

As shown in FIGS. 9–11, the securing mechanism 108 a interconnects a shroud 110 a of the crossbar 104 a with a moveable mount 112 b secured to the siderail 102 b. The shroud 110 a is secured to the crossbar 104 a by at least one fixing member 111 a preferably in the form of a screw. The shroud 110 a includes a slotted opening 114 a providing a pair of spaced apart shroud arms for sandwiching a tab 116 b of the moveable mount 112 b therebetween. A fastening member preferably in the form of a threaded shaft 118 a passes through the shroud 110 a and tab 116 b to secure the two together. A retention member preferably in the form of a threaded nut 120 a engages the threaded shaft 118 a to fix the crossbar 104 a to the siderail 102 b. A knob 122 a formed at an opposite end of the threaded shaft 118 a relative to the nut 120 a facilitates turning of the threaded shaft 118 a to tighten or loosen the connection with the threaded nut 120 a. Preferably, the nut 120 a is fixedly secured to the shroud 110 a so as to remain coupled to the shroud 110 a even after the shaft 118 a is disengaged. In this way, the shaft 118 a can be easily engaged and disengaged from the nut 120 a before and after pivoting the crossbar 104 a between the stowed and spanning positions. Although not illustrated, one skilled in the art will appreciate that the securing mechanism 108 b is preferably configured identically to the securing mechanism 108 a.

The moveable mount 112 b is preferably slideably secured to the siderail 102 b. More particularly, a fixing member in the form of a threaded shaft 123 b selectively secures the moveable mount 112 b along the siderail 102 b. An anchor in the form of a tapped plate 124 b threadingly engages the threaded shaft 123 b and frictionally engages an inner surface of a pair of opposed lips 125 b defining an elongated slot 126 b in the siderail 102 b. A T-shaped lug 127 b is preferably integrally provided along an edge of the moveable mount 112 b to slidingly accommodate the lips 125 b while residing within the slot 126 b. An orifice 128 b provided in the interior of the moveable mount 112 b accommodates a knob 129 b affixed to the threaded shaft 123 b opposite the tapped plate 124 b. By turning the knob 129 b, the threaded shaft 123 b releases the frictional engagement of the tapped plate 124 b with the lips 125 b thereby enabling sliding movement of the moveable mount 112 b along the siderail 102 b.

Another moveable mount 112 b′ is also slideably secured to the siderail 102 b. The moveable mount 112 b′ is preferably configured identical to that of the moveable mount 112 b. Similarly, as illustrated in FIGS. 6–8, two moveable mounts 112 a and 112 a′ are slideably secured to the siderail 102 a. The moveable mounts 112 a and 112 a′ are preferably configured identical to that of the moveable mounts 112 b and 112 b′. By providing the moveable mounts 112, the crossbars 104 a and 104 b can be selectively positioned along the siderails 102 a and 102 b while in the spanning mode.

A pivoting mechanism 106 a interconnects a shroud 132 a of the crossbar 104 a with the moveable mount 112 b′ secured to the siderail 102 b. The shroud 132 a is secured to the crossbar 104 a by at least one fixing member 134 a in the form of a screw. The shroud 132 a includes a slotted opening 136 a providing a pair of shroud arms for sandwiching a tab 116 b′ of the moveable mount 112 b′ therein. A pivot member in the form of a partially threaded shaft 140 a passes through the shroud 132 a and tab 116 b′ to secure the two together. A threaded nut 142 a engages the threaded shaft 140 a to fix the two in place. Although not illustrated, one skilled in the art will appreciate that the pivoting mechanism 106 b is preferably configured identically to the pivoting mechanism 106 a.

Turning now to FIGS. 12–14 a third embodiment of the present invention is illustrated. The vehicle article carrier 200 includes two laterally spaced apart siderails 202 a and 202 b. A pair of crossbars 204 a and 204 b are coupled at opposite ends to the siderails 202 a and 202 b. The crossbars 204 a and 204 b are operable in a first or spanning mode, as illustrated in FIG. 12, extending across the space between the siderails 202 a and 202 b, and also in a second or stowed mode, as illustrated in FIG. 13, axially aligned with the siderails 202 a and 202 b.

As illustrated in FIG. 14, to facilitate the transition between the spanning mode and the stowed mode, the crossbars 204 a and 204 b are pivotally coupled to the siderails 202 a and 202 b. More particularly, the crossbar 204 a includes a pivoting latch mechanism 206 a pivotally coupled to the siderail 202 b. Similarly, the crossbar 204 b includes a pivoting latch mechanism 206 b pivotally coupled to the siderail 202 a.

A securing mechanism 208 a is provided at the opposite end of the crossbar 204 a relative to the pivoting latch mechanism 206 a for securing the crossbar 204 a to the siderail 202 b in a stowed mode (see FIG. 13) and to the siderail 202 a in a spanning mode (see FIG. 12). Similarly, a securing mechanism 208 b is provided at the opposite end of the crossbar 204 b relative to the pivoting latch mechanism 206 b for securing the crossbar 204 b to the siderail 202 a in a stowed mode (see FIG. 13) and to the siderail 202 b in a spanning mode (see FIG. 12). An exemplary securing mechanism 208 b is illustrated in greater detail in FIGS. 15–16

As shown in FIGS. 15–18, the securing mechanism 208 b interconnects an end support shroud 210 b of the crossbar 204 b with a moveable mount 212 b secured within a recess of the siderail 202 b. The end support 210 b is secured to the crossbar 204 b in a telescoping manner by at least one fixing member 211 b in the form of a screw. The fixing member 211 b is fixed relative to the crossbar 204 b but the end support 210 b is moveable relative to both the fixing member 211 b and the crossbar 204 b. As such, the end support 210 b can be translated between an extended or engaged mode, as illustrated in FIG. 17, and a retracted or disengaged mode, as illustrated in FIG. 18. A slot 213 b formed in the end support 210 b accommodates such movement.

The end support 210 b includes a slotted opening 214 b for enveloping a mushroom-shaped nub 216 b of the moveable mount 212 b therein. A base 217 b of the end support 210 b slides under the top and on either side of the trunk of the mushroom-shaped nub 216 b while the walls of the shroud adjacent the opening 214 b abut the sides of the nub 216 b. A fastening member in the form of a pivotable latch 218 b pivotally resides within the slotted opening 214 b and is operable in a locked mode to engage the nub 216 b and an unlocked mode to release the nub 216 b. An axle 220 b secures the latch 218 b to the end support 210 b and serves as a pivot for the latch 218 b. A biasing member in the form of a spring clip 222 b nests within the opening 214 b and urges the latch 218 b toward the locked mode. To disengage the latch 218 b from the nub 216 b, the bias of the spring 222 b is overcome by depressing the inboard end of the latch which allows the outboard end of the latch to lift off and release the nub 216 b. Once released from the nub 216 b, the shroud may be translated away from the nub 216 b to provide clearance for the cross bar 204 b to pivot.

One skilled in the art will appreciate that the securing mechanism 208 a is preferably configured identically to the securing mechanism 208 b. Similarly, The securing mechanisms 206 a and 206 b are preferably configured identically to the securing mechanisms 208 a and 208 b with the exception of the translatable end support. Referring to FIG. 19, the securing mechanism 206 b is illustrated. The end support 210 b′ is fixedly secured to the crossbar 204 b by at least one fixing member 211 b′ in the form of a screw. No slot is provided in the end support 210 b′. In this way, the crossbar 204 b is provided with one fixed end support 210 b′ and one translatable end support 210 b (See FIGS. 17 and 18). Likewise, the crossbar 204 a is provided with one fixed end support 210 a′ and one translatable end support 210 a (see FIG. 12).

Referring again to FIGS. 15 and 16, the moveable mount 212 b is preferably slideably secured to the siderail 202 b. More particularly, a fixing member in the form of a threaded shaft 223 b selectively secures the moveable mount 212 b along the siderail 202 b. An anchor in the form of a tapped plate 224 b threadingly engages the threaded shaft 223 b and frictionally engages an inner surface of a pair of opposed lips 225 b defining an elongated slot 226 b in the siderail 202 b. A t-shaped lug 227 b is preferably integrally provided along an edge of the moveable mount 212 b to slidingly accommodate the lips 225 b while residing within the slot 226 b. A knob 228 b is provided on the threaded shaft 223 b opposite the tapped plate 224 b. By turning the knob 228 b, the threaded shaft 223 b releases the frictional engagement of the tapped plate 224 b with the lips 225 b thereby enabling sliding movement of the moveable mount 212 b along the siderail 202 b.

Referring again to FIGS. 12–14, another moveable mount 212 b′ is also slideably secured to the siderail 202 b. The moveable mount 212 b′ is preferably configured identically to the moveable mount 212 b. Similarly, two moveable mounts 212 a and 212 a′ are slideably secured to the siderail 202 a. The moveable mounts 212 a and 212 a′ are preferably configured identically to the moveable mounts 212 b and 212 b′. By providing the moveable mounts 212, the crossbars 204 a and 204 b can be selectively positioned along the siderails 202 a and 202 b while in the spanning mode.

Referring collectively to FIGS. 12–19, to reposition the crossbars from a stowed mode to a spanning mode, one securing mechanism 208 of each crossbar is disengaged from a nub and each cross bar is pivoted towards the spanning position about the opposite securing mechanism 206. Each crossbar 204 is also translated such that the end of each crossbar 204 is laterally offset from a nub 216 yet essentially perpendicular to the siderails 202. To accommodate the translation movement, one end support 210 telescopically retracts onto each crossbar 204. The securing mechanism 208 of each crossbar 204 is then positioned adjacent to a nub 216, the crossbar is translated in an opposite direction to move the securing mechanism 208 over top of the nub 216, and subsequently secured thereto with a latch 218

Turning now to FIGS. 20 and 21, yet another embodiment of the present invention is illustrated. The vehicle article carrier 300 includes two laterally spaced apart support rails forming siderails 302 a and 302 b. A pair of crossbars 304 a and 304 b are coupled at opposite ends to the siderails 302 a and 302 b. The crossbars 304 a and 304 b are operable in a first or spanning mode, as illustrated in FIG. 20, extending across the space between the siderails 302 a and 302 b, and also in a second or stowed mode, as illustrated in FIG. 21, axially aligned with the siderails 302 a and 302 b.

To facilitate the transition between the spanning mode and the stowed mode, the crossbars 304 a and 304 b are rotatably and pivotally coupled to the siderails 302 a and 302 b. More particularly, the crossbar 304 a includes a rotating and pivoting mechanism 306 a pivotally coupled to the siderail 302 b. Similarly, the crossbar 304 b includes a rotating and pivoting mechanism 306 b pivotally coupled to the siderail 302 a.

A securing mechanism 308 a is provided at the opposite end of the crossbar 304 a relative to the pivoting mechanism 306 a for securing the crossbar 304 a to the siderail 302 b in a stowed mode (see FIG. 21) and to the siderail 302 a in a spanning mode (see FIG. 20). Similarly, a securing mechanism 308 b is provided at the opposite end of the crossbar 304 b relative to the pivoting mechanism 306 b for securing the crossbar 304 b to the siderail 302 a in a stowed mode (see FIG. 21) and to the siderail 302 b in a spanning mode (see FIG. 20). An exemplary securing mechanism 308 a is illustrated in greater detail in FIGS. 22–26.

As shown in FIGS. 22–26, the securing mechanism 308 a interconnects an end support 310 a of the crossbar 304 a with a mounting portion 312 a of the siderail 302 a. The end support 310 a is preferably formed integrally with a lower portion of the crossbar 304 a. The end support 310 a includes a recessor pocket 314 a accommodating a complementary shaped latch 316 a therein.

The latch 316 a is preferably pivotally mounted within the end support 310 a by an axle 318 a forming a pivot. The latch 316 a is operable in a locked mode engaged with the siderail 302 a (see FIGS. 22 and 25) and in an unlocked mode disengaged from the siderail 302 a (see FIGS. 23 and 26). A handle 320 a of the latch extends along an upper surface of the end support 310 a and is oriented generally orthogonal to an arm 322 a of the latch 316 a. The handle 320 a serves as a user operated lever to move the latch 316 a between the locked and unlocked modes.

The arm 322 a extends through a partially slotted opening 324 a formed through the end support 310 a. The slotted opening 324 a is sized to accommodate the desired range of motion during pivoting of the latch 316 a about the axle 318 a. The arm 322 a includes a catch 326 a for frictionally engaging a lip 328 a of the mounting portion 312 a of the siderail 302 a when the latch 316 a is in the locked mode.

A biasing member in the form of a spring clip 330 a is disposed in the slotted opening and one leg 331 a is received in a notch 323 a of the latch 316 a. This helps to hold the spring clip 330 a properly orientated within the slotted opening 324 a. The other leg 331b of the spring clip 330 a abuts a wall portion 325 a of the end support 310 a. The spring clip 330 a urges the latch 316 a towards the closed mode such that the catch 326 a is biased to engage the lip 328 a. To release the latch 316 a, the bias of the spring clip 330 a is overcome by lifting the handle 320 a, the arm 322 a pivots away from the lip 328 a, and the catch 326 a disengages therefrom. The crossbar 304 a can then be lifted away from the mounting portion 312 a and rotated relative to the siderail 302 a. Although not illustrated, one skilled in the art should appreciate that the other securing mechanism 308 b is preferably configured identically to the securing mechanism 308 a.

Turning now to FIGS. 27–29, the rotating and pivoting mechanism 306 a will be described. The mechanism 306 a includes an endpiece 340 a preferably formed integrally with a lower portion of the crossbar 304 a. A guide member in the form of a pin 342 a is positioned within a opening 344 a formed in the endpiece 340 a. The opening 344 a includes a lower portion 344 a ₁ that is preferably shaped as a triangular slot, or a slot of non-constant cross sectional area, to allow pivoting of the crossbar 304 a relative to the siderail 302 b and pin 342 a while simultaneously preventing rotation of the crossbar 304 a about its own longitudinal axis. The rotation of the crossbar 304 a about its own longitudinal axis is accomplished by the abutting engagement of the pin 342 a with the walls of the opening 344 a.

The lower portion of the endpiece 340 a is partially spherically shaped to provide a radiused surface 346 a. The radiused surface 346 a nests within a complimentary shaped dish 348 b secured within a cavity 350 b of the siderail 302 b. An orifice 352 b is provided through the dish 348 b to accommodate the pin 342 a therein. The radiused surface 346 a and dish 348 b cooperate to control the pivoting and rotating of the crossbar 304 a relative to the siderail 302 b.

While not illustrated, one skilled in the art should appreciate that the other rotating and pivoting mechanism 306 b is preferably formed identically to the rotating and pivoting mechanism 306 a.

Referring now to FIG. 30, an end support 400 in accordance with an alternative preferred embodiment of the present invention is shown. The end support 400 forms a securing mechanism for latching a cross bar 402 to either mounting portion 312 a or 312 b of the support rails 302 a and 302 b, respectively (FIGS. 20 and 21). Cross bar 402 itself is otherwise identical in construction to cross bars 304 a and 304 b shown in FIGS. 20 and 21.

The end support 400 includes an integrally formed housing 404 which is fixedly secured to an outermost end of the cross bar 400 in a conventional manner, such as by a threaded fastening element (not shown). Disposed on, or within, the housing 404 is an actuating member 406, a latching member 408 and a resilient bumper member 410. Biasing members 412 and 414 are also disposed within the housing 404, and will be described in greater detail momentarily.

Referring further to FIG. 30, the actuating member 406 forms a lever having a graspable portion 416 and a mounting structure 418. The graspable portion 416 rests within a recessed portion 420 of an upper portion 422 of the housing 404. The mounting structure 418 is pivotally secured to the housing 404 via a pivot pin 424 that extends through a pair of aligned openings 426 in the mounting structure 418. As such, the actuating member 406 can pivot, relative to the housing 404, between a closed position and an open position. The mounting structure 418 also includes a pair of arcuate guide surfaces 428, the function of which will be discussed momentarily.

A lower portion 430 of the housing 404 extends elevationally below an opening 432 in the upper portion 422 of the housing. Within the opening 432 is disposed the latching member 408. The latching member 408 includes a pair of aligned openings 434 at an upper end 436, a pair of arcuate surfaces 438 at the upper end 436, and a hook or latch 440 at a lower end 442. With brief reference to FIG. 31, the latching member 408 is shown to also include a slot 444 formed therein. The latching member 408 is also pivotally secured to the housing 404 via the pivot pin 424 and is able to pivot between latched and unlatched positions relative to the mounting portions 312 a or 312 b.

With reference again to FIG. 30, the resilient bumper member 410 can be seen to include a flange 446 which allows the bumper member 410 to be press fit through an opening 448 in the lower portion 430 of the housing 404. The bumper member 410 prevents marring or scratching of the outer body surface of the vehicle in the event the user accidentally drops the housing 404 while moving the cross bar 402 between the stowed and operative positions. The bumper member 410 may be made from rubber or any other suitable material that will not scratch or mar a painted surface upon contact therewith.

Referring to FIGS. 30 and 32, biasing member 412 forms a torsion spring that is placed with one leg 412 a against an inner surface 450 of the actuating member 406 and the other leg 412 b against a surface 452 of the actuating member 406. The biasing member 412 thus helps to maintain the actuating member 406 within the recessed area 420 of the housing 404 when the actuating member is in its closed position. Biasing member 414 is placed within the lower portion 430 of the housing 404 with one leg 414 a in the slot 444 of the latching member 408 and the other leg 414 b against the wall surface 454 of the lower portion 430 of the housing 404. The biasing member 414 serves to provide a constant biasing force which tends to bias the latching member 408 into engagement with the mounting portion 312 a or 312 b of one of the other support rails 302 a or 302 b when the housing 404 is latched to one of the mounting portions.

Referring now to FIGS. 32 and 33, the housing 404 is shown in latched and unlatched positions, respectively. Referring specifically to FIG. 32, when in the latched position, the actuating member 406 is in the closed position with the graspable portion 416 resting within the recess 420 in the upper portion 422 of the housing 404. The hook portion 440 of the latching member 408 is engaged with the mounting portion 312 a of, in this example, support rail 302 a.

In FIG. 33 the actuating member 406 has been moved to the open position. During this movement, an edge portion 456 of the actuating member 406 contacts an edge 458 of the latching member 408 and urges the latching member rotationally into an unlatched position relative to the mounting portion 312 a of the support rail 302 a. During this movement the curved surfaces 428 of the mounting portion 418 ride within the arcuate surfaces 438 of the latching member 408. From FIG. 32 it can be seen that the actuating member 406 is able to rotate a slight degree (preferably about 15–25 degrees), before contacting edge 458 and beginning to unlatch the latching member 408. Rotating the actuating member 406 after contacting edge 458 results in the actuating member beginning to unlatch the actuating member 408, and the additional biasing force of biasing member 414 is overcome as the user rotates the actuating member fully into the position shown in FIG. 33.

This pivotal securing of the actuating member 406 to the latching member 408 provides the benefit that the actuating member is able to be moved into a position perpendicular, or substantially perpendicular, to the upper portion 422 of the housing 404, providing the user with a more natural “feel” that the actuating member is in its fully open position. The biasing force provided by biasing member 412 provides a slight biasing force that causes the actuating member 406 to be immediately snapped back into the closed position once the operator releases the actuating member. It will also be appreciated that the arcuate surfaces 438 on the latching member 408 could be formed with short flat portions or protrusions that form detents to hold the actuating member in the open position of FIG. 33 once the user fully opens the actuating member 406.

Thus, a vehicle article carrier is provided which operates in two modes. In a first mode, the crossbars are stowed such that each lies parallel to a siderail. This mode reduces wind noise from the vehicle article carrier. In a second mode, the crossbars are oriented cross-wise to the longitudinal axis of the vehicle to span the space between the siderails and provide a support structure for carrying desired loads.

Referring to FIG. 34, there is shown another vehicle article carrier 500 in accordance with yet another alternative preferred embodiment of the present invention. The vehicle article carrier 500 is similar to the embodiments described herein and includes a pair of support rails 502 that are disposed parallel to one another on an outer body surface 504 of the motor vehicle. Each support rail 502 has a channel 506 formed therein. Fixed supports 508 and 510 are secured to the support rails 502 and are not movable relative to the support rails 502. Support assemblies 512 and 514, however, are movable along the channels 506 of the support rails 502, as will be explained in greater detail momentarily.

With further reference to FIG. 34, cross bar assemblies 516 and 518 are shown in their “stowed” positions. Cross bar assembly 516 includes a releasable end support 520 and a pivoting end support 522. Cross bar assembly 518, however, includes a pivoting end support 524 and a releasable end support 526. The construction of end supports 520 and 526 are identical, and as such, only the construction of releasable end support 520 will be described.

With brief reference to FIG. 35, the vehicle article carrier 500 is shown with the cross bar assemblies 516 and 518 pivoted into their operative positions. Support assemblies 512 and 514 are adjustable, as will be described momentarily, which allows cross bar assembly 516 to be adjusted along the support rails 502 to achieve a desired spacing relative to cross bar assembly 518. As mentioned previously, cross bar assembly 518 supports 508 and 510, are not moveable along the support rails 502.

Referring now to FIG. 36, the construction of support 510 will be described in greater detail. Initially, cross bar assembly 518 includes a cross bar 528 which is coupled to the end support 524. End support 524 essentially forms a yolk having arms 530 with openings 532 longitudinally aligned and extended therethrough. Arms 530 are disposed over a circumferential boss portion 534 of a mounting element 536. The circumferential boss portion 534 has a bore 538 extending therethrough. A pivot pin 540 extends through the openings 532 and through the bore 538 to pivotally couple the end support 524 to the mounting element 536.

With further reference to FIG. 36, the mounting element 536 includes a stud 542 which projects through an opening 544 in a base portion 546 of the support 510. At least one fastening element 548 extends through a second opening 550 in the base portion 546 and into a portion of the support rail 502 to fixedly secure the base portion 546 to the support rail 502, such as with a threaded fastener (not shown). The stud 542 of the mounting element 536 extends through the opening 544 in the base portion 546, through a wave washer 552, through a flat washer 554 and is secured to a threaded nut 556. This holds the mounting element 536 securely to the base 546 but allows pivoting of the mounting element 536 about stud 542 to allow cross bar assembly 518 to be rotated from its stowed position to its operative position of FIG. 35.

With further brief reference to FIG. 36, the support rail 502 can also be seen to include a channel insert 558. Channel insert 558 may comprise a roll formed piece of aluminum or metal and is adapted to fit within a recess 560 formed in the support rail 502. Channel insert 558 is fixedly secured to the support rail 502 by plurality of fastening elements 562 secured and spaced along portions of the channel insert 558.

Referring now to FIG. 37, the construction of end support 522 and support assembly 512 will be described. End support 522 is essentially identical in construction to end support 524 and includes arms 564 having openings 567 formed therein. The arms 564 fit over a circumferential boss portion 568 of a mounting element 566 having a bore 570 therethrough. A mounting pin 572 extends through openings 567 and through bore 570 to secure the end support 522 to the mounting element 566 and allow pivotal movement of the cross bar assembly 516 about the mounting element 566. The mounting element 566 also has a stud 574 which projects through a bore 576 in a base 578 of the support 512. The stud 574 is secured to a threaded nut 580 such that a wave washer 582 and a flat washer 584 are captured by the threaded nut 580. The wave washer 582 provides a small degree of tension to prevent rattling of the end support 522 on the base 578, while still allowing pivotal movement of the mounting element 566 about the base 578 when the cross bar assembly 516 is moved from its stowed to its operative position.

An additional advantage of the base 578 is a front portion 584 and the inclusion of an actuating lever 586 permitting the base 578 to be secured at various positions along the support rail 502 so that the cross bar assembly 516 can be adjustably positioned along the support rails 502. The front portion 584 of the base includes a T-lug 588 for resting within a channel insert 590 of the support rail 502. Channel insert 590 forms the channel 506 and, again, may be a roll formed, aluminum component that is secured by a suitable plurality of fasteners within a channel 592 of the support rail 502. The actuating member 586 includes a manually graspable portion 594 and a stud 596. Stud 596 projects through a bore 598 in the front portion 584 of the base 578 and through an opening 600 in a leaf-type biasing spring 602. The biasing spring 602 is adapted to fit within the channel 506 of the channel insert 590 and is secured to the stud 596 via a snap ring 604 or any other like locking element that may be secured to the stud 596. The construction of the actuating member 586 and the means by which it causes a locking action of the leaf-type spring 602 will be described momentarily.

Referring now to FIGS. 38 and 39, the construction of end support 526 and support assembly 514 will be described. Turning initially to FIG. 39, support assembly 514 comprises a main body 608 having a plurality of T-lugs 610, 612 and 614 preferably integrally formed with the main body 608. A first opening 616 receives a portion of the end support 526, which will be described momentarily, and an opening 618 receives a stud 620 of an actuating member 622. It will be appreciated that actuating member 622 and actuating member 586 (FIG. 37) are identical in construction.

Referring further to FIG. 39, the actuating member 622 further includes a plurality of camming surfaces 624, 626 and 628 spaced circumferentially from one another. A manually engageable portion 640 allows a user to rotate the actuating member 622. The stud 620 projects through the opening 618 and through a hole 632 in a leaf-type biasing member 634 and is secured with a locking clip 636. Leaf-type biasing member 634 is essentially identical to leaf-type biasing member 602 (FIG. 37) and is adapted to reside within channel insert member 558,which is identical to channel insert member 590 (FIG. 37). T-Lugs 610, 612 and 614 fit within the channel insert member 558 to allow the support assembly 514 to be moved slideably along the channel 506 of the support rail 502 without being removable therefrom.

With brief reference to FIG. 40, the main body 608 can be seen to include a plurality of circumferential grooves 638, 640 and 642. These grooves 638, 640 and 642 vary in depth from the minimum at one end of each, for example at end 638A of groove 638, to a maximum at end 638B. Accordingly, when the actuating member 622 is assembled to the main body 608 the camming portions 624, 626 and 628 each reside within a respective one of the grooves 638, 640 and 642. As the actuating member 622 is rotated clockwise in the drawing of FIG. 40 (i.e., in accordance with arrow 644), the actuating member 622 is lifted as the camming surfaces 624, 626 and 628 ride in the grooves 638, 640 and 642. This causes the stud 620 to be lifted which tends to flatten the leaf-type biasing member 634 secured thereto. When this occurs, the leaf-type biasing member 634 is no loner frictionally engaged within its associated channel 506, and the support assembly 514 is able to be moved slideably along its associated support rail 502. When the actuating member 622 is in the orientation showing in FIG. 40 and fully assembled to the main body 608, the leaf-type biasing member 634 will essentially be in the shape shown in FIG. 40. The leaf-type biasing member 634 will engage a lower wall surface of the channel insert member 658, thus locking the support assembly 514 at a specific position along its associated support rail 502.

Referring further to FIG. 38 and FIG. 41, the construction of the end support 520 will be described in greater detail. The end support 520 includes a main body portion 646 having a neck 648 and a mounting portion 650. The neck 648 is shaped so as to be telescopically received within an end of a cross bar member 652 of cross bar assembly 516 and fixedly secured therein via a threaded fastening element or any other suitable fastener. The mounting portion 650 includes a recessed area 654 and an opening 656. Protruding through the opening 656 is a neck 658 of a rotatable locking member 660. The locking member 660 includes a manually graspable portion 662 and an end portion 664. With brief reference to FIGS. 42 and 43, the mounting portion 650 includes a pair of circumferential grooves 666 a and 666 b formed on opposite sides of the opening 656. The opening 656 also is key-shaped to allow the end portion 664 of the locking member 660 to be inserted through the opening 656 during assembly. With further reference to FIG. 43, a groove 668 is adapted to receive a wave washer 670 therein. The function of the wave washer 670 will be explained momentarily.

With reference to FIGS. 42–44, the mounting portion 650 further includes a pair of integrally formed catch portions 672 and 674. Catch portions 672 and 674 are slightly resilient and are adapted to engage a groove 676 (FIG. 41) on the neck 658 of the locking member 660. Thus, to assemble the locking member 660 to the mounting portion 650, the neck 658 is inserted through the opening 656 and the catch portions 672 and 674 automatically, snappingly engage the groove 676 when the locking member 660 is fully seated on the mounted portion 650.

With brief reference to FIG. 45, an undersurface of the locking member 660 can be seen. An integrally formed projection 680 protrudes from an undersurface 682 of the locking member 660. The projection 680 is adapted to ride within the grooves 666A and 666B and to limit rotational movement of the locking member 660 when it is moved between its locked and unlocked positions.

With brief reference to FIG. 46, the end support 520 is shown attached to the support assembly 514. The end portion 664 abuts a portion 684 of the main body 608. The wave washer 670 is held in a “flattened” condition once the locking member 660 is assembled to the mounting member 514 and thus prevents any rattling of the locking member 660 during operation of the vehicle on which the vehicle article carrier 500 is mounted. The leaf-type biasing member 634 is shown biasing the stud 620 into one hole 558 a of a plurality of holes 528 a formed in a bottom wall 558 b of the channel insert 558. With brief reference to FIG. 47, the locking member 660 has been rotated 90° to place the end portion 664 in an orientation able to be lifted through the key shaped opening 616 in the main body 608 of the support assembly 514. Thus, both the locking member 660 and the actuating member 622 can be moved within generally parallel, horizontal planes to allow removal of the cross bar assembly 516 from the support assembly 514, or to allow repositioning of the support assembly 514 along its associated support rail 502.

It will be appreciated that the construction of end support 526 is identical to end support 520. As such, end support 526 can be readily coupled to support member 508 when cross bar assembly 518 is to be configured in its operative position extending between the two support rails 502.

Those skilled in the art can now appreciate from the foregoing description that the broad teachings of the present invention can be implemented in a variety of forms. Therefore, while this invention has been described in connection with particular examples thereof, the true scope of the invention should not be so limited since other modifications will become apparent to the skilled practitioner upon a study of the drawings, specification, and following claims. 

1. A vehicle article carrier for supporting articles above an outer body surface of a vehicle, comprising: a pair of support rails secured to said outer body surface generally parallel to one another, and orientated parallel to a longitudinal axis extending along said outer body surface; a pair of cross bars supported from said support rails for supporting articles thereon, at least one of said cross bars being moveable from a stowed position wherein it is disposed parallel to one of said support rails, to an operative position wherein it extends generally perpendicular to said support rails and spans between said support rails; each said cross bar comprising: a pivot mechanism disposed at a first end for pivotally coupling said first end thereof to a first one of said support rails; and a securing mechanism disposed at a second end for latching said second end to a second one of said support rails, said securing mechanism including: a latching member pivotally supported from said first end; and an actuating member operably associated with said latching member for enabling an individual to urge said latching member between a latched position relative to said first one of said support rails, and an unlatched position relative to said one of said support rails.
 2. The vehicle article carrier of claim 1, wherein said securing mechanism further comprises: a housing; and a protective member coupled to a lower portion of said housing to protect against scratching or marring said outer body vehicle surface when said cross bar is being moved between said stowed and operative positions.
 3. The vehicle article carrier of claim 1, wherein said actuating member is pivotally coupled to said latching member.
 4. The vehicle article carrier of claim 1, further comprising a biasing member for urging said actuating member into a closed position wherein said biasing member is positioned generally flush against an outer surface of said second end of said cross bar.
 5. The vehicle article carrier of claim 1, wherein said second end of each said cross bar includes an end support portion for housing said actuating member and said latching member.
 6. The vehicle article carrier of claim 1, further comprising a biasing member operably associated with said latching member for biasing said latching member into said latched position.
 7. A vehicle article carrier for supporting articles elevationally above an outer body surface of a vehicle, comprising: a pair of support rails adapted to be fixedly secured to said outer body surface, a first one of said support rails including a first mounting portion and a second one of said support rails including a second mounting portion; a pair of cross bars securable to said support rails to span a distance separating said support rails, for supporting articles thereon; at least one of said cross bars including; a first outermost end having a pivot mechanism for pivotally securing said first end to said first mounting portion of said first one of said support rails, said pivot mechanism enabling said one cross bar to be pivoted about both a vertical axis and a horizontal axis such that said one cross bar can be moved from a stowed position, wherein said one cross bar is orientated generally parallel to said first one of said support rails, to an operative position spanning between said support rails; a second outermost end having: a housing; a latching member pivotally secured to said housing; and an actuating member pivotally secured to latching member for moving said latching member between latched and unlatched positions relative to said second mounting portion.
 8. The vehicle article carrier of claim 7, further comprising a biasing member disposed within said housing for urging said latching member into said latched position.
 9. The vehicle article carrier of claim 7, further comprising a biasing member for urging said actuating member into a closed position generally flush with an outer surface of said housing.
 10. The vehicle article carrier of claim 7, wherein said housing further comprises a resilient member secured at a lower area thereof for preventing scratching of said outer body surface by said housing as said one cross bar is moved between said stowed and operative positions.
 11. The vehicle article carrier of claim 10, wherein said resilient member comprises a rubber grommet.
 12. The vehicle article carrier of claim 7, wherein said actuating member opens to a position extending at substantially a 90 degree angle relative to an upper outer surface of said housing when said actuating member is moved into an open position to unlatch said latching member.
 13. The vehicle article carrier of claim 7, wherein said second mounting portion includes a cavity having a lip portion, said cavity receiving a portion of said housing when said one cross bar is disposed in said stowed position.
 14. The vehicle article carrier of claim 7, wherein: said first mounting portion of said one support rail includes a semi-circular, dish shaped surface; said pivot mechanism includes a radiused surface shaped complementary to said dish shaped surface; and a threaded securing pin for securing said dish shaped surface to said radiused surface.
 15. The vehicle article carrier of claim 14, wherein said dish shaped surface includes a non-linear slot through which said threaded securing pin extends.
 16. A vehicle article carrier for supporting articles elevationally above an outer body surface of a vehicle, said vehicle article carrier including: a pair of support rails adapted to be secured to said outer body surface generally parallel to one another, and orientated parallel to a longitudinal axis extending along said outer body surface, a first one of said support rails including a first mounting portion and a second mounting portion, and a second one of said support rails including a third mounting portion; said first mounting portion including an arcuate support wall; a pair of cross bars supported from said support rails for supporting articles thereon, at least one of said cross bars being moveable from a stowed position wherein it is disposed parallel to one of said support rails, to an operative position wherein it extends generally perpendicular to said support rails and spans between said support rails; each said cross bar comprising: a pivot mechanism disposed at a first end for pivotally coupling said first end thereof to a first one of said support rails; and a securing mechanism disposed at a second end for latching said second end to said third mounting portion of said second one of said support rails; said pivot mechanism including an arcuate wall portion shaped generally complementary to said arcuate support surface, and a securing element for securing said arcuate wall portion to said arcuate support surface to enable rotation of said one cross bar about a vertical axis and also a horizontal axis when said one cross bar is moved between said stowed and operative positions.
 17. The vehicle article carrier of claim 16, wherein said arcuate wall portion includes a slot having a non-constant cross sectional area.
 18. The vehicle article carrier of claim 16, wherein said securing mechanism comprises: a housing; a latching member pivotally supported relative to said housing; an actuating member operably coupled to said latching member and coupled pivotally relative to said housing, for urging said latching member between latched and unlatched positions relative to one of said second and third securing portions.
 19. The vehicle article carrier of claim 18, further comprising a biasing member for biasing said latching member in said latched position.
 20. The vehicle article carrier of claim 18, further comprising a biasing member for biasing said actuating member into a closed position relative to said housing when said latching member is in said latched position. 